Here are some pictures showing work on the hatch in the bulkhead.
Taking off shape to make shore the thing fits.
Starting to laminate
Off the mould
It fits and very lucky I can change the gasket with the retainer/drippedge in place saving much work and making it less complicated. Sometimes but not often things goes faster than expected.
While at it here is the solution for next boat.
The drawer effect: This is what we engineers call the nuisance when a drawer gets stuck in a chest of drawers and it does not only happen to drawers; it happens to most sliding things that are wider than deep. It is a pain.
To avoid it I made an analyses and it turns out that the solution is surprisingly simple. Drawers that are wider than deep have little guidance and therefore not always move straight but turn. When they turn the short side of the drawer is not any longer parallel with the guiding sides. The drawer takes more space and gets stuck diagonally. The more you pull the worse the drawer gets stuck.
I said to myself: what geometrical figure does not get wider when itâ€™s turned, obviously the circle, by definition. I use part of a circle as can bee seen on the illustration below.
For my hatch I have a second problem. I like to take it out for service. But the guides go al the way around so I have to do a detachable opening in them. On Yrvind Ten its to late to change but on the next boat the â€śBoat Idealâ€ť it will look like below. Then byrĂĄlĂĄdseffecten will not give me a problem. Also and very convinient by twisting the hatch 90 degrees it will come clear of its retaining tracks so that I can do service on it
One more screanshott
Today I also written sermon and put it in “BOAT IDEAL” One of the other blogs on my website. You find it at the startpage.
To be continued…
I have now started a new blog on my site. Under the heading “Boat Ideal” I will from time to time note my thoughts on a desirable cruising boat. Things I learn from mistakes on the present project and ideas that come to my mind. The present boat is made to set a world record. It will never be a good cruising boat. Let this be warning.
I am grateful to Sharpii 2 for commenting on my “Next Boat”. On my web site I will start a blog for her titeld â€ťBoat-Idealâ€ť. It will replace the blog “Lecture”. When building and sailing I always have the next boat in mind. When doing a mistake on the present one I say to myself “that I will correct on the next one”. And it helps; my boats have over time become better and better , very much better. I am very grateful for comments and for persons helping me pointing out my errors as it is difficult to objectivly observe oneself. However that is not always easy becouse often I do not express myself clear and English is only my second language and I am dyslectic, all which add to the confusion. There is also an other aspect and that is values. Most often my values differ as to comfort, speed, use of engine and more. Here engineering principles do not apply.
I will here try to do a bit of clarifying concerning sail area and speed. 1974 I sailed 20 feet 1.3 ton displacement Bris from Jamestown St Helena in the South Atlantic Ocean to Fort de France Martinique in the North Atlantic Ocean, necessarily crossing the Doldrums. Bris had no engine; not even an outboard. I could have put up more sail but chose to use only 4 square meters. I enjoyed the passage. The 3800-mile passage took me 45 days from anchor up to anchor down. That is an average speed of 85 miles a day or 3.5 knots. I found the voyage pleasant. The sail area/displacement was 3.4 if I have done the numbers right.
2011 I sailed the 15 feet 0.9 ton Yrvind.com 2900 miles from Madeira to Martinique. It took 45 days 64 miles a day 2.7 knots. The wind was more variable often so light that a candle could stand on deck without flickering, still the boat made 0.5 knots and steered herself downwind. I used very little sail. Most persons would be unhappy to sail at 2.7 knots. Me I was happy to spend six weeks at sea instead of three weeks. Me, when eating, I do not try to get the food down as quickly as posseble, me when making love, I do not try to get an ejakulation as quick as posseble, then why should I try to cross an ocean as quickly as possible? I am not racing. I am cruising. I enjoy being out there on the big, blue, wet, deep, endless ocean.
Still â€śNext Boatâ€ť has two 4.6 s.m. sails. In light wind going to windward I intend to use them if desireable so Sharpii 2 can double the number he got for “Next Boats” S/A relation. Sharpii 2 prefers sails his in tandem. Thatâ€™s the common way. I differ, I think its more advantages to have them side by side like, the early airplanes, instead of one sail in front of the other becouse then they interfere less with each other.
A lugsail is only attached to the mast at the top. As the mast are pivoting I can move the mast top back 1.5 meter and forth 1.5 meter and with it the sail moves. Then I move the downhaul back and fort along the deck to suit. That way I can give the boat weather or lee helm as desired.
As to preventing leeway, the hull is five beams long and has very flat sides. In a way it works as a battering ram. It has very little frontal area compared to driving force. Norman Skene in his original book on yacht design always calculated lateral area as a function of midsection. Now it is calculated as a function of sail area. I do not agree. When heeled 20 degrees the leeward side present a lot of area to the water. Some of it will flow under the hull. That takes much energy. That energy creates a vortex floating along the bottom up to windward. Healed the bottom presents a bigger curve to the flow than the side making the water flow faster there. Bernulli says, the energy in a streamline is constant. This is classical two dimensional wing theory. High aspect wing have a tip vortex that disappears behind the wing. Low aspect bodies edge vortex sweeps over the surfaces combines with the fore and aft flow increases the particles energy. As the energy is constant in the streamline that energy is creating lift. Thatâ€™s why the concord airplane could fly with an angle of attack of 45 degrees. Ordinary foils stall at 15 degrees. Its not efficient on the other had here we are recycling energy so its ok. This is my thinking on the leeboard and of course I lift them up sailing down wind. The rudders have even higher aspect ratio.
And of course I do not sail flat downwind. I always have the wind 15 or 20 degrees on the quarter.
It getting late but more will come.
Michael has been busy working on the models. Here are some more screenshots.
The leeboards angle of attack has ben reduced to 3.5 degrees which is satisfactory. Hatches and ventilation system has been added. No water will now enter even if the boat is capsized. Of course she is self righting to 180 degrees heel.
Keels, centerboards, daggerboards, chinerunners, and leeboards prevent leeway. Only leeboards makes no resistance downwind. A cruising boat spends a lot of time running downwind at anchor and in port.
The use of the two aft masts are: holding an awning/water collector, stanchions for lifelines, holders for GPS and AIS antennas (important these days)
Click on the pictures if you like to enlarge them.
After Pierre the illustrator Michael Tatschl is here helping to put my thoughts into rhino 3d models. He can be reached at:
I have changed the mast arrangement on Yrvind Ten. The two side by side masts is not longer connected by spreaders. A darling has been killed; there has been some give and some take. I deeply regret that I no longer so easily can climb the masts and that I lost strength. What I have gained is: the whole system is now much lover down and the hinge pin secured in a simpler way and as can be seen on the picture above one mast can be lowered if desired in strong winds. I have decided its an over all gain. Also I can give the two mast individual rake in light wind so that with the two sails up the do not interfere.
We have also been working on Pierre’s and mine next boats. They are small cruisers; here small refers to displacement not length. My next boat has half Yrvind Ten’s displacement and nearly twice its length. Pierre’s boat is a bit different mine is shown below going to windward in a breeze one mast up.
Abouve going downwind in light air. Thanks; yes we forgot to raise the leeboard. Things like that happens when you are excited and in a hurry.